Air-brake apparatus.



H. F. BIGKEL. AIR BRAKE APPARATUS.

APPLICATION FILED MAR. 'l, 1914- 1,12 L,2OO, Patented Jan. 5, 1915.

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TTNTTED @TATES PATENT QFETQE,

HENRY E. BICKEL, OF PLAINFIELD, NEW JERSEY, ASSIG-NOR TO NEW YORK AIR. BRAKE COMPANY, A CORPORATION OF NEW JERSEY.

AIR-BRAKE APPARATUS.

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Specification of Letters Patent.

Patented J an. 5, 1915.

Application filed. March 7, 1914. Serial No. 823,087.

T 0 all whom it may concern:

Be it known that I, HENRY F. BrcKnL, a citizen of: the United States, residing in Plainfield, in the county of Union and State of New Jersey, have invented an Improvement in Air-Brake Apparatus, of which the following description, in connection with the accompanying drawings, is a specifica tion, like letters on the drawings representing like parts.

This invention relates to an air brake apparatus and more especially to that portion of the apparatus which is commonly installed on the locomotive for controlling the operation of the brakes.

The invention consists mainly in provi sion for automatically controlling the pres sure of the air admitted to the train pipe to effect the release of the brakes as will be hereinafter described.

In the automatic air brake apparatus now generally in use the air is admitted from the main reservoir directly to the train pipe in the operation of releasing the brakes, such. admission being effected by the engineers valve when moved to release position.

The main reservoir pressure is normally about greater than normal train pipe pressure and when the system is in normal condition with the brakes not applied and the engineers valve in running position the main reservoir communicates with the train pipe through a feed valve which operates automatically to feed air from the main reservoir to the train pipe sufliciently to maintain the normal pressure in the latter.

As is well known, the brakes are caused to be applied by reducing train pipe pressure and after application are released by increasing train pipe pressure, the discharge of air from the train pipe to reduce the pressure therein and the admission of air from the main reservoir to the train pipe to increase the pressure in the latter being effected by the proper manipulation of the engineers valve.

\Vhen the engineers valve is moved to release position, and connection is thus established from the main reservoir direct to the main pipe, the pressure in the train pipe at the head of the train may be increased to an amount very materially greater than normal train pipe pressure although on a long train some appreciable time elapses before the rise in train pipe pressure takes place at the rear end of the train remote from the locomotive.

Provision is made in some of the types of triple valves now commonly used in freight car equipments whereby a large sudden increase in train pipe pressure, such as is produced at the head of the train when the engineers valve is. moved to release position, causes retardation or delay in the release operation of the brakes controlled by said triple valves, so that the brakes near the head of the train are not fully released until the rise in train pipe pressure has had time to arrive at the rear end of the train and the brakes are released more uniformly throughout the length of the train than would be the case if the brakes near the head released promptly in response to the rise in train pipe pressure.

For proper operation the abnormally high excess pressure should be maintained at the head of the train asuitable length of time, for if it is maintained for too short a time, there will be an insufficient delayed or retarded release operation in the forward portion of the train, and on the other hand if the excess pressure is maintained for too long a time the auxiliary reservoirs toward the head of the train become over-charged and will cause re-application of the brakes in the forward part of the train.

With the ordinary equipment, the excess pressure condition is controlled mainly by the engineer who determines by his skill and judgment how long the engineers valve should remain in release position before being moved to running position, and if his action is not correct, the operation of the brakes on the train will be defective or objectionable as has just been indicated.

The apparatus forming the subject of the present invention is characterized mainly by the combination with the main reservoir, engin'eers valve, and train pipe, of an automatic pressure regulator interposed in the communication from the main reservoir to the train pipe which is afforded when the engineers valve is in release position, said regulator being normally inactive or affordin g the usual direct communication from the main reservoir to the train pipe, but being called into action automatically at the proper time, depending upon the length of the train, to regulate the communication from the mainireservoir to the train pipe so that the pressure in the latter cannot remain above a predetermined amount which may be from 10 to 15% above the normal train pipe pressure. This will insure the introduction of sufficient pressure to effect the proper retardation of the release action of the brakes in the fore part of the train until the release at the rear, part hasbeen effected, without danger of objectionably over-charging the auxiliary reservoirs near the fore part of the train. Furthermore, in connection with the usual gages, it will atford the engineer a definite indication of the proper time to return the engineers valve from release to running position, so thatthere is no excuse for his keeping the valve in release position for too short a time, while the automatic regulator will prevent objectionableover-charging if the engineer, inneglect of the indication, somewhat delays the movement of the engineers valve from release to running position.

Theaecompanying drawing shows in diagrammatic form the main portion of the locomotive equipment of: an air brake apparatus embodying. this invention, some 1 of the working valves and instrumentalities being shown as wholly or part insection. In this Jequipmentthe engineersvalve 2 and the feed ivalve 3 may beof usual construction, and, except forithe regulating appliance 4 and the parts associated therewith, may have the usual connection with the main reservoir 5 and thetrain pipe 6, the latterbeing connected by the branch 7 with the engineersva'lve r r The regulating valve 4 is interposed in the connection 8, 9 from the main reservoir to the chamber 28 in-the engineers valve above the movable valve21 =therein, so that when the regulator 4 is inactive the main reservoir pressure is maintainedin the upper part of theenginee1"s valveas'usual. I V The regulator 4' comprises-a valve 40 controlling the port41 for1ning part of-the communication from the main reservolr to the engineers valve, the steII'i of said valve 40 being connected with a piston 42 acted upon at one side by pressure in the chamber 43 and at the other iderby: a spring 440"which acts to hold the valve 40 open when there is no pressure in the chamber 43. q p

The admission. of pressure to r the chamber 43 to operate the=valve 40 is controlled by a governing valve 44 acted upon at one side by the spring; 45' and -at the other side by the pressure at any time existing in the small reservoir or measuring chamber-46 which communicates with the pressure chamber 47 of the governingfvalve 44-;by p'ipes 48, 49, the 'l-att r' of which also has a'r'estric'ted and controlled communication; with the ,train pipe branch'Z-through the eheck--valve 20. Said eheekvalve is' ope'rie'dby pre's's'urefrom the measuring chamber 46 when greater than that in the train pipe branch 7 but is closed when the (train pipe pressure is greater than that in the measuring chamber 46, although a small byrpass passage 22 aifords a restricted communication which permits a slow vflow of air from the train pipe, to the measuring chamber when the pressure in the latter is less than; that in the train pipe and the check valve is seated. I

The regulating spring 45 of the. govern, ing valx'e 44 of the automatic regulator 4 is set to withstanda pressure from the chamber 46 somewhat greater :than the normal trainpipe pressure (say'from v 10% to 15% greater) so that normally the governing valve 44 remains closed and the valve-4O of theregulator remains open, and direct communication isthus established from the main reservoir to the top chamber 23:0f the engineerfs valve, and; pressure is. admitted through the port 24 of the: movable valve proper 21 into the trainpipe Z, 6 whensthe engineers valve is-moved to release position as shown in the drawing. 1 x r a The modeof operation ofthe appliance may perhaps be best understood by taking a concrete example, in which the normal main reservoir pressure may be assumed as 110 lbs., the normal train'pipe pressureas- 7O lbs, and the pressure at which the governing valve 44 opensas 80 lbs, determined by the force of the spring 45 in the adjustment of the apparatus. In the normal condition,

when the train is 'runningor-standing with the brakes notapplied, the engineers valve will be in running position in which the communication from the chamber 23 and the mainreservoir to the trainpipe'is cut off,

but communication -is established through thepipe' 30,31 and the feed valve 3 from the main reservoir to the train pipe 7, 6' said feed valve operating as usual to admitair from the mainreservoir to the train pipe sufficiently to maintain the normal; pressure of 70 lbs. therein, and shutting 01f; said communication to V prevent the pressure from rising higher inthe'train pipe; The brakes are applied-in the usual manner'by reducingtrain pipe pressure, and inth-iszaopera,

tionthe-check valve=2O opens" and permits thepfress'ure in the measuring chamber46 to fall irrunis'on with the train pipe pressure, and after thebrakes have been applied, and at the timewh'en they: are tobe released, the pressure may be for example 55' lbs., in the train pipe and measuring 1 chamber 46. When the engineerjmoves the engineers valve to release position as shown the a'ir flows direct through" the now open -v alve'40 of the regulator and the pipes 8-, 9"and en ine'ersvaIve into the-train pipe 7 ,6and

may charge the pipe lathe-forward:

part o-fthetrain n ar theloeomotive to ressur greatly in excess; otthei fiormal train pipe pressure, say for example to 100 pounds or more, although some appreciable time will elapse before the pressure rises toward the rear part of the train. At the same time air will flow from the train pipe into the measuring chamber 46 through the small by-pass 22 so that the pressure in the measuring chamber which was about 55 lbs. at the moment when the air was admitted to the train pipe rises slowly, the rate of rise depending among other things upon the capacity of the measuring chamber 46 and of the by-pass passage 22 which are properly proportioned to produce the desired automatic action.

It will thus take an appreciable determinate time for the pressure in the measuring chamber 46 to rise to the amount (80 lbs.) at which it overcomes the spring l5 and causes the valve 44 to open and thus admit the pressure from the chamber l6 to the chamber 43 where it acts on the piston 4L2 to close the valve and thus to cut 016? further flow of air from the main reservoir into the train pipe. The over-charging of the train pipe will thus be prevented, for although the pressure at the head of the train pipe may be extremly high at the moment when the regulating valve 40 is closed the cutting oif of further admission of air from the main reservoir will result in the train pipe pressure being promptly reduced at the head of the train by the continuing charging of the auxiliary reservoirs throughout the length of the train. The measuring chamber 46 and by pass 22 are properly proportioned thus to cause the admission direct from the main reservoir to the train pipe to cease before the auxiliary reservoirs at the head of the train have had time to become objectionally over-charged, and it will be recognized that the timing of the closure of the regulating valve 40 is automatically controlled to meet the requirements, for if the train is relatively long so that the direct communication from the main reservoir to the train pipe may remain open for a relatively long period of time, the excess pressure at the head of the train due to direct communication with the main reservoir, will be less than if the train were shorter. Consequently, the flow of air through the by-pass 22 is slower than on a shorter train, and the time required to charge the measuring chamber 6 to the determinate pressure of say 80 lbs. is-greater for a longer train than for a shorter one, as is required for effective operation of the brakes. Similarly if a lighter application of the brakes has been made, so that the train pipe pressure has been reduced for example, only to 60 lbs., it will require less time for the measuring chamber 46 to become charged to the pressure at which it will act to cause the valve 40 of the regulating device to close and thereby prevent further maintenance of the large excess I pressure "in the train pipe in the forward part of the train, than is the case when a heavier application of the brakes has been made. Thus the regulating appliance including the measuring chamber and appurtenances by which its action is governed, acts automatically to vary the time in which the direct communication from the main reservoir to the train pipe is maintained to meet the requirements for proper operation on trains of various lengths and for applications of the brakes of various degrees of strength.

The engineer by observing the indication of the usual train pipe pressure gage 50 will be informed as to the proper time for moving the engineers valve from release to running position, for the train pipe pressure will at first show abnormally high but after the automatically determined interval of time at the end of which the reg ulating device has been operated, the pressure will drop comparatively rapidly to 80 lbs, and the engineers valve may then be moved to running position, as the train pipe will thereafter be sufliciently supplied through the feed valve passage 30, 31. If, however, the engineer should delay the movement of the engineers valve from release to running position the regulating device t would act substantially as a reducing valve to prevent train pipe pressure from rising above 80 lbs. although it would act as a feed valve to keep or bring the pressure up to 80 lbs., if the engineers valve were left indefinitely in release position and there was suflicient air in the main reservoir to charge the system to that pressure.

When the pressure in the train pipe and measuring chamber l6 falls below the amount for which the spring 45 is set the governing valve 4st closes and the pressure in the chamber &3 falls quickly by leakage so that the force of the spring 440 and main reservoir pressure on the valve 40 opens the latter, and with train pipe pressure normal or at any point below that at which the spring 45 overcomes the pressure in the chamber l? the valve &0 will remain open with the regulating appliance 4 thus inactive and the main reservoir pressure maintained in the chamber 23 of the engineers valve the same as when no regulating appliance is used.

On short trains where it is not necessary or desirable that a high excess of train pipe pressure should be obtained in the release operation, the measuring chamber 46 may be cut out of action, a stop cock being shown as provided for that purpose. The governing valve &4 will then respond quickly to train pipe pressure and will thus operate the regulating device 4 substantially as a reducing valve to prevent the train pipe pressure from rising above the pressure for which the regulator is set, thus preventing serious over-charging of the system if the engineers valve is not properly handled.

WVhile the action of the herein described automaticregulating apparatus is especially valuablein cooperation with car equipment having provision for retarded release of the brakes at the head of long trains, its action is beneficial in connection with any usual or standard car equipment. 1

1. The combination of the main reservoir, engineers valve, and train pipe of an automatic air brake. apparatus; with a pressure regulating appliance in the communication between the, main reservoir and the engineers valve, said pressure regulating appliance comprising a governing valve controlled by pressure in a pressure chamber and set to cause the regulating appliance to afiord free communication from the main reservoir to the engineers valve at all pressures up to a predetermined amount in excess of normal train pipe pressure but to close said communication at said predetermined point in excess of normal train pipe pressure; and a restricted communication between the train pipe and said pressure chamber whereby the pressure in the latter rises more slowly than that in the train pipe when'being charged directly from the main reservoir, substantially as and for the purpose described.

2. The combination of the main reservoir, engineers valve, and train pipe of an automatic air brake" apparatus; with a pressure regulating appliance in the communication between the main reservoir and the engineersvalve; a measuring chamber in communicationwith the train pipe and a check valve in the communication between said measuring chamber and the train pipe, said check" valve being open when the pressure in the measuring chamber exceeds that in fiop'iel of this patent may be obtained for the train pipe, and there being a relatively small communication between said measuring chamber and the train pipe when said check valve is closed, the pressure in said measuring chamber governing the action of the pressure regulating appliance between the main reservoir and the engineers valve substantially as and for the purpose described.

3. The combination of the. main reservoir, engineers valve, and train pipe of an automatic air brake apparatus; with a pressure regulating appliance in the communication between the main reservoir and the engineers valve, said pressure regulating appliance comprising a governing valve controlled by pressure in .a. pressure chamber and set to cause, the regulating appliance to afford free communication from the main reservoir to the engineers valve at all pressures up to a predetermined amount in excess of normal train pipe pressure but, to close said communication at said predetermined point in excess of normal train pipe pressure; and a measuring chamber in free communication with said pressure chamber of the regulating device, and a restricted" communication between the train pipe and said measuring and pressure chambers whereby the pressure in the latter rises substantially later than the pressure in the train pipe when being charged directly from the main reservoir thus permitting train pipe pressure to rise indefinitely for an interval of time, at the end of which the train pipe pressure is limited to the predetermined.

amount in excess of normal determined by the regulating appliance. I

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

I HENRY F. BICKEL. Witnesses:

BLYTHE J. MENNIER, JNo. Gr. CARLIN.

five cents each, by addressing the Commissioner of Patents. Washington, D. 0. 

